Railway-signal.



PATENTED FEB. 28, 1905.

J. DOYLE. RAILWAY SIGNAL.

APPLICATION FILED AUG. 1, 1903.

2 SHEETS-SHEET 1.

(Zr/ 02% M16 7165565. W 2? Qu m (Roma/9i PATENTED FEB. 28, 1905 J.DOYLE.

RAILWAY SIGNAL.

APPLICATION FILED AUG.1, 1903.

2 EHEETS-SHEET 2.

STATES rrn Patented February 28, 1905.

RAlLWAY-SlGNAIL.

SPECIFICATION forming part of Letters Patent No. 783,511, dated.February 28, 1905.

Application filed August 1. 1903. Serial No. 167,854.

To (1.7% whom it may concern:

Be it known that I, JAMns Down, a citizen of the United States, residingat Niagara Falls, in the county of Niagara and State of New York, haveinvented new and useful improvements in Railway-Signals, of which thef0llowing is a specification.

This invention relates to a railway signaling mechanism which is moreparticularly designed for use in connection with the somaphore-signalsnow commonly in use on railways, but the same may also be usedindependent of such signals.

The object of this invention is to provide a railway signaling mechanismwhich when is operated upon by the moving locomotive, coach, or otherrailway-car and positively indicates that the road ahead is not clear orthat other conditions exist which require the train to slow up or cometo a stop.

in the accompanying drawings, consisting of two sheets, Figure 1 is asectional elevation showing my improved signaling mechanism applied to arailway-car and semaphore. Fig. 52 is a top plan view of the same. Fig.3 is a fragmentary top plan view, on an enlarged scale, of thetorpedo-carrier. Fig. 4 is a crosssection of one of the torpedo-holdersin line 4: A, Fig. 7. Fig. 5 is a fragmentary sectional elevation, on anenlarged scale, showing the means for rendering the signal mechanisminoperative. Fig. 6 is a vertical longitudinal section, on an enlargedscale, of the signal mechanism. Fig. 7 is a horizontal section in line 77, Fig. 6. Fig. 8 is a fragmentary vertical section in line 8 8, Fig. 7,showing the ratchet mechanism for intermittently rotating thetorpedo-carrier. Fig. 9 is an end view of the bearing-shoe on thetorpedo-hammer.

Fig. 10 is a vertical cross-section in line 10 10, Fig. 6. Fig. 11 is afragmentary cross-section in line 11 11, Fig. (i. Fig. 12 is afragmentary side elevation, on an enlarged scale, of the tension device,whereby the tappet of the brake mechanism is yieldingly held inposition.

Similar letters of reference indicate corre' sponding parts throughoutthe several views.

A A represent the wheels of a locomotive,

tender, coach, car, or other vehicle of a ailway-train running upon thetracks a. (1-.

B represents the standard of a semaphoresignal, which is arranged.adjacent to the railroad and provided at its upper end with avertically-swinging signal-arm I), which is shifted for indicating thecondition of the railway ahead of the train. When this semaphorearm isin a pendent position, it indicates that the road ahead is clear; butwhen the same is swung upwardly at right angles to the standard, asshown in Fig. 1, it indicates that the previous train has not yetcleared the block ahead, and it is therefore dangerous for thesucceeding train to follow close behind. The semaphore-arm may beoperated either by hand, compressed air, electricity. or any othersuitable way. For convenience in illustrating 1 have shown thesemaphore-arm operated by means of a vertical rod [2, which is connectedat its upper end with the heel or crank of the semaphore-arm and whichraised and lowered for shifting the semaphore-arm by means of ahand-lever 7) pivoted on the standard.

One part of my improved railway-signal is designed to signal theconductor or engineer of the train by exploding a torpedo if the signalis set for indicating that the road ahead is not clear. This part of myimproved signal i'nechanism is constructed as follows: C represents aninclosing casing or housing, which arranged adjacent to therailway-track and preferably between one of the rails and the standardof the adjacent semaphore-signal. \Vithin this casing is arranged atorpedopxploding device, which can be set so that a passing train willnot operate the same or that said train will cause a torpedo to beexploded, thus signaling the attendant on the train that the road aheadis not clear and that the train must stop or proceed with caution. Thisexploding device consists, essentially, of a torpedocarrier 1) and ahammer E, whereby the terpedoes are struck and exploded. Thetorpedocarrier preferably consists of a hru'izontally rotating disk,which is pivoted on the bottom of the casing by a pin mi and provided onits periphery with a plurality of holders mi, upon -hammer forward andbackward lengthwise of each of which a torpedo F is mounted. These ltorpedoes are preferably of the same kind l which are commonly employedin the railway service for signaling passing trains by fastening thesame upon the rail by means of metal straps f, depending from oppositesides of the torpedo. A torpedo is placed upon each holder, and afterengaging its straps with recesses f on opposite sides of the holder thelower ends of the straps are turned or clenched inwardly against theunder sides of the holder, as shown in Fig. 4. The arm e of the hammeris arranged horizontally and lengthwise in the casing above thetorpedocarrier and projects at its contracted front end through avertical slot 0 in the front end of the casing. The bifurcated rear endof the hammer-arm is pivoted upon a carriage G, so that the hammer canturn in a vertical plane. This carriage is designed to move the thecasing and transversely relatively to the railway for moving the frontend of the hammer into or-out of the path of the tread of thecar-wheels. The hammer-arm is normally held in an elevated position bymeans of a follower H which is arranged in a guide-socket it in thefront head of the casing and bears against the under side of the hammerand which is yieldingly pressed upwardly by a spring 71., interposedbetween the under side of the follower and the bottom of its socket.Upon shifting the hammer into its operative position its front end isarranged close to the outer side of the adjacent rail and the sameprojects upwardly into the path of the wheels, thereby causing this endof the hammer-arm to be depressed by the wheels as the same engage thearm upon rolling over the track. In order to permit the wheels todepress the hammer-arm gradually, the same is provided at its outer endwith a T-shaped bearing-shoe'I, having a convex upper side 2 which iscurved in the direction of the rail, thereby causing i the wheels todepress and release the hammerarm gradually, whereby an injurious blowor shock is avoided. The return or upward movement of the hammer iscushioned by means of a buffer 1', of rubber or other elastic material,which is secured to the under side of the top of the casing above thefront end of the hammer-arm and with which the latter is adapted toengage. \Vhen the hammer-arm is retracted, so that thebearing-shoeclears the path of the car-wheels running over the track, the hammerwill remain undisturbed in its elevated position. The hammer is providedon its under side between its ends and within the casing with a head Z5.In the foremost or operative position of the hammer its head is arrangedover the adjacent topedo on. the carrier, so that if the hammer isdepressed while in this position its head will strike the torpedounderneath the same and produce an explosion which serves to warn theengineer of the train that there is danger ahead. After a torpedo hasbeen exploded the carrier is turned the extent of one space for bringinga new torpedo beneath the place where the hammer strikes for setting thesignal against the next train which may pass the danger-signal. Thisintermittent turning of the torpedo-carrier is preferably effectedautomatically by means actuated from the same source which move thehammer forwardly and backwardly. The preferred means for this purpose(shown in the drawings) consist of a horizontally-swinging ratchet-armL, which is pivoted concentrically with the torpedo-carrier, aspring-pawl l, mounted on the ratchetarm and engaging with an annularrow of ratchet-teeth Z on the upper side of the carrier, and alink Z,connecting the ratchet-arm with the carriage G. As the carriage movesforward, together with the hammer, the link also moves the ratchet-armin the same direction, thereby causing its pawl to engage the teeth ofthe torpedo-carrier and rotate the same the extent of the space betweentwo ad- 'jacent torpedoes, whereby a new torpedo is presented to thehead of the hammer. During I the backward stroke of the carriage forcarrying the hammer clear of the path of the carwheels the ratchet-armis carried backwardl y by the link independently of the torpedo-carrier,so that this pawl takes up a new tooth on the torpedo-carrier. Inasmuchas the longitudinal movement which is required for moving the hammerinto and out of its operative position is greater than that required forshifting the carrier the extent of one torpedo, provision is made so asto compensate for this difference. The preferred means for this purposeconsists in connecting the inner end of the link with the carriage bymeans of a pin m and a slot, the latter being equal in length to theexcess movement of the hammer over that required for shifting thecarrier. In order to prevent backward movement of the torpedo-carrierwith the ratchet-arm, a detent device is provided consisting,preferably, of a pawl 71., pivoted on the under side of the carrier andengaging with an annular row of ratchet-teeth a on the bottom of thehousing. For preventing the torpedo-carrier from moving forward morethan one space during each forward movement of the carriage the latteris provided with a nose g, which engages with the front side of theadjacent torpedo-holder in the foremost position of the carriage, asshown in Fig. 7, thereby arresting the forward movement of the torpedocarrier when the hammer carriage reaches the end of its forwardmovement. As the latter moves backwardly for retracting the hammer thenose clears the respective torpedo holder, permitting the carrier to beturned another space during the next following forward movement of thehammer-carriage. Each of the torpedo-holders as it arveasii rives at thefiring position underneath the hammer-head passes over an anvil 0, whichis formed on the adjacent part of the bottom of the housing, therebyfirmly supporting the carrier at this point and preventing the same frombeing injured or displaced by the blow of the hammer while firing therespective torpedo. For the purpose of reducing the friction thecarriage G is supported upon the bottom of the housing by means ofrollers g, which are pivoted on the under side of the carriage. 9represents flanges or .rails arranged lengthwise on the inner side ofthe casing and overhanging opposite sides of the carriage. These railsprevent the carriage from being lifted as the outer end of thehammer-bar is depressed by the car-wheels.

Although the torpedo-firing mechanism may be operated independently ofany other signaling device, the same is preferably connected with thesemaphore-operating mechanism in such manner that when the latter isshifted into the danger-signaling position the hammer will besimultaneously moved forward into the path of the car-wheels. Thisconnection is preferably so effected that the hammer can be retractedinto its inoperative position for preventing the torpedo-signal fromoperating when it is desired to permit a train to pass thetorpedo-signal while the semaphore is still in a danger position. Forthis purpose the connection between the torpedo-signal and the semaphoreis constructed as follows: l. represents an elbow-lever hav ing one ofits arms connected with the lower end of the semaphore-rod, while itsother arm is connected with a short horizontal link 71. The opposite endof this link is connected with the hammer-carriagc by means of a toggle,consisting of a toggle-lever 7), pivotall y connected with the link, anda toggle-bar p, connected at one end with the toggle-lever between theends thereof and at its opposite end with the hammer-carriage. in theoperative position of the parts the toggle is locked in its straightenedposition by fastening the free end or handle of the toggle-lever bymeans of a lock 7) between a pair of retaining-straw 7)" on thetoggle-bar, as shown in Fig. 1. Upon raising or lowering thesemaphore-rod while the toggle is straightened for shifting thesemaphore-arm into the danger or safe position the hammer is likewiseshifted into its operative or inoperative position relatively to thecar-wheels and the torpedo-carrier. in order to compel the togglewhilein its straightened position to move horizontally under the actionof the elbow-lever, a guide is provided for the same consisting ofupright plates q arranged on opposite sides of the toggle and link andprovided with horizontal slots 1 receiving the pivot-pin which connectsthe toggle-lever with the link. i

in order to supplement the audible signal which is given by theexplosion of the torpedo by mechanism which will positively arrest themovement of the train if the same should pass the signal-station whenthe same is set at danger, a trip device is provided which automaticallysets the brakes of the train. This brake-applying mechanism isconstructed as follows: E represents a valve which is connected with thetrain-pipe of the airbrake mechanism in such manner that the opening orclosing of this valve controls the operation of the brakes. This valvemay be mounted on any suitable part of the locomotive, tender, coach, orother car in the train, and its'plug is connected with a horizontalshaft v", extending transversely of the car. This shaft is provided atopposite ends with depending tappets 1', which are arranged outside ofthe rails upon which the car-wheels of the train run. S represents atransverselymovable trip-slide with which one of the tappets is adaptedto engage for turning the valve so as to operate the brakes when thesignal is set against the train. This slide is movable transverselyrelatively to the main tracks into and out of the path of the adja centtappet, and consists, essentially, ofa horizontal base s and an uprightweb or abutment s, arranged on the upper side of the base and extendinglengthwise thereof. The slide preferably mounted on top of the housingof the torpedo-signal, which is provided on its upper side withlongitudinal tracks s upon which rollers .s of the slide run. A guidewaya for the trip-slide is also secured to the top of the housing, saidguideway extending over the slide and forming an inclosureor housingtherefor. W hen itis desired to automatically apply the brakes of atrain which passes the signal-station when there is danger ahead, thetrip-slide is projected into its outer or forward position, so that itstands in the path of the air-braketappet on that side of the train, asrepresented in Figs. 1 and 6. 1f the train should pass thesignal-station while the trip-slide is in this position, the respectivetappet will engage the web of the trip-slide and be turned therebysufliicitmtly to operate the valve and cause the brakes of the train tobe applied, thereby automatically bringing the train to a standstill. Bythis means the safety of the train is not endangered in case theengineer fails to see the semaphore when set against the train or tohear the warning explosion of the torpedo.

In order to hold the valve reliably in position, a frictional detentdevice is provided,

consisting, preferably, ofa holding-plate T,

secured to the valve-shaftand provided with a segmental row of notchesor recesses t on its periphery, and aspring-pressed detent or pawl tmounted on the car and yieldingly engaging with said notches. Thisdetent serves to hold the tappets yieldingly in a pendent position readyfor engaging the trip slide if the same is projected. As the tappetengages the trip-slide the detent is pushed baclnvardly against theresistance of its spring and caused to trip from one notch to anotheruntil the tappet has cleared the trip-slide, after which the detentretains the tappet in its shifted position. By this means the movementof the car or other light force is prevented from turning the tappet outof its normal pendent position and accidentally applying the brakes, andthe tappet is also held in its shifted position, so as to retain thebrakes in their operative position until the train has come to astandstill.

Although the trip-slide may be operated independently of any othersignal mechanism, I prefer to operate the same in harmony withthe-semaphore and torpedo signaling mech anism, so that the trip-slideis projected into its operative position into the path of thebrake-tappet at the same time that the semaphore is raised into thedanger position and the torpedo-hammer is moved into the path of thecar-wheels. For this purpose the tripslide is connected with thesemaphore-rod by an intermediate mechanism, which is constructed thesame as the means for connecting the hammer-carriage with the semaphorerod. This mechanism consists, essentially, of a bell-crank lever U,having one of its arms connected with the semaphore-rod, a link a,connected with the other arm of the elbowlever, a toggle-lever u,pivotally connected at one end with the link, a toggle-bar "U72,connecting the middle portion of the toggle-lever with the trip-slide; afastening u for holding the toggle in its straightened position, and aguide 1? for the pivot of the toggle-lever. By providing a toggle in theactuating mechanism of the trip-slide the latter can be moved into aninoperative or safety position independently of the torpedo-firingdevice and the semaphore.

Instead of employingseparate actuating devices for the torpedo-hamn'ierand the trip slide these parts may be coupled together and operated bythe same mechanism from the semaphore-rod. hen separate devices areemployed for connecting the trip-slide and hammer-carriage with thesemaphore-rod, these devices are arranged vertically out of line witheach other, as represented in Fig. 2, for permitting either of thesedevices to be shifted into a safety or inoperative position independentof the other. By providing the valve -shaft with tappets at both endsthe brakes can be applied regardless of which side of the car faces thetrip-slide.

For the purpose of giving a signal remote from a station where the mainsignal is set against the train when the latter passes said station anauxiliary signaling device is provided which is operated by the movingtrain. Such an auxiliary signal may be arranged some distance ahead ofthe main signal on the road for signaling a train which is in advance ofthe following one which passed the dangersignal. I prefer for thispurpose an electrically-operated signal which gives either an audible ora visual signal. The audible signal may consist of an electric bell V,arranged in an electric circuit containing a battery 0; and a switchcomposed of two stationary insulating-contacts '0' and a movablespring-contact '0 The stationary contacts are arranged on the bottom ofthe housing which incloses the torpedo firing mechanism, adjacent to thefront head thereof. The spring-contact is mounted on an arm '0 securedto the springfollower H, and projecting into the housing through avertical slot in the side of the socket, as shown in Fig. 6. In theelevated or inoperative position of the hammer the spring-contact o israised out of engagement from. the contacts e, together with thefollower. Upon the depression of the hammer due to a car-wheel passingover the same the spring-contact is depressed, together with thefollower, and engaged with the stationary contacts 71, thereby closingthe circuit of the bell and sounding an alarm.

Instead of employing an audible auxiliary signal a visual signal may beused. A suitable signal for this purpose consists of a'torpedo or fuseeconnected with the terminal of an electric circuit containing a batteryw and a switch operated by the train and consisting of a pair ofstationary contacts to, mounted on the housing, and a movable contact 10which is mounted on the followerarm T3. Normally the contacts w Q02 areseparated; but when the danger-signal is set against the train thecontacts 10 w are closed by the car-wheels depressing the torpedohammer,thereby igniting the auxiliary torpedo or fusee and warning the trainahead.

I claim as my invention 1. A railway-signal comprising an engagingmember ,on the car, an engaging member on the road movable into and outof operative relation to the ear member, an actuating mechanism for theroad member, a toggle interposed between the road member and theactuating mechanism, and means for retaining the toggle in itsstraightened position, substantially as set forth.

2. A railway-signal comprising an engaging member on the car, anengaging member on the road movable horizontally into and out ofoperative relation to the ear member, asemaphore having avertically-movable actuatingrod, an elbow-lever having one arm connectedwith said rod, a toggle connecting the other armof said lever with saidroad member, and means for retaining said toggle inits straightenedposition, substantially as set forth.

3. A railway-signal comprising an engaging member on the car, anengaging member on the road movable horizontally into and out of IIOoperative relation to the ear member, a semaphore having avertically-movable actuatingrod, an elbow-lever having one arm connectedwith said rod, a toggle comprising a lever connected by a link with theother arm of the elbow-lever and a bar which connects the central partof the toggle-lever with said read member, a guide for the pivot of saidtogglelever, and means for securing together the handle of thetoggle-lever and bar and holding the same in a straightened position,substantially as set forth.

4:. A railway signal com 'irising a valve mounted on the car andcontrolling the airbrake thereof, a rock-shaft connected with the plugof said valve and provided with adepending tappet, a trip-slide movablehorizontally into and out of the path of said tappet and comprising abase, rollers mounted on the base and an upright web arranged on thebase, a track upon which said rollers run, and a housing extending oversaid slide, substantially as set forth.

5. A railway signal comprising a valve mounted on the car andcontrolling the airbrake thereof, a rock-shaft connected with the plugofsaid valve and provided with a depending tappet, a plate secured to saidshaft and provided with a segmental row of notches, a spring-detentengaging with said notches, and a trip-slide arranged on the road andmovable into and out of the path of said tappet, substantially as setforth.

6. A railway-signal comprising a torpedosupport, a hammer having a headfor striking said torpedo and adapted to be engaged by the car-wheel foroperating the same, and a horizontally-movable carriage which supportssaid hammer and whereby the same is moved into and out of the path ofthe car-wheel, substantially as set forth.

7. A railway-signal comprising a torpedosupport, a hammer having its armprovided with a head for striking said torpedo and adapted to be engagedat one end for operating the same, and a horizontally-movable carriageupon which the opposite end of the hamn'ier-arm is pivoted, and wherebythe same is moved into and out of its operative position, substantiallyas set forth.

8. A railway-signal comprising a torpedosupport, a hammer having its armprovided with a head for striking said torpedo and adapted to be engagedat one end for operating the same, a carriage upon which the oppositeend of the hammer-arm is pivoted, and a guideway for said carriage,substantially as set forth.

9. A railway-signal comprising a torpedosupport, a hammer having its armprovided centrally on its under side with a head for striking thetorpedo and a shoe at one end which is adapted to be engaged by acar-wheel for depressing the hammer, a carriage upon which the hammer ispivoted at its opposite end, and a spring-follower for raising thehammer, substantially as set forth.

10. A railway-signal eom 'irising a hammer adapted to be operated by aear-wheel for striking a torpedo, a rotary carrier provided with aplurality of holders for supporting torpedoes, and means for rotatingsaid carrier intermittently comprising a rock-arm pivoted concentricallywith the carrier and provided with a pawl engaging with ratchetteeth onthe carrier, substantially as set forth.

11. A railway-signal comprising a hammer adapted to be operated by acar-wheel for striking a torpedo, a rotary carrier provided with aplurality of holders for supporting torpedoes, a rock-arm provided witha pawl engaging with ratchet-teeth on the carrier, a reciprocatingcarriage supporting said hammer, means connecting the liammer-carriageand rock-arm for operating the torpedo-carrier, and a detent-pawl forpreventing backward movement of the carrier, substantially as set forth.

12. A railway'signal comprising a rotary carrier having a fixed pivotand provided with a plurality of holders which receive torpedoes, ahammer adapted to be depressed by a carwheel for striking the torpedoes,and a carriage upon which said hammer is mounted and whereby the samemaybe moved into and out of the path of the car-wheel, substantially asset forth.

13. A railway-signal comprising a hammer which is adapted to bedepressed by a carwheel, a torpedo-support arranged underneath thehammer, means for moving the hammer into and out of its operativeposition, a valve mounted on the car and controlling the airbrakethereof, a tappet connected with said valve, and a trip-slide movableinto and out of the path of said tappet, substantially as set forth.

14. A railway-signal comprising a hammer which is adapted to bedepressed by a carwheel, a torpedo-sup iiort arranged underneath thehammer, means for moving the hammer into and out of its operativeposition, a housing inclosing said hammer and torpedo-support, a valvemounted on the car and controlling the air-brake thereof, a tappetconnected with said valve, a trip-slide movable into and out of the pathof said tappet, and a guide for said trip-slide mounted upon said h(.using,substantially as set forth.

15. A railway-signal comprising a torpedosupport, a hammer arranged tobe depressed by a car-wheel for striking the torpedo, and and anelectric signal which is operated during each depression of said hammer,substantially as set forth.

16. A railway-signal comprising a torpedosupport, a hammer arranged tobe depressed by a car-wheel for striking said torpedo, a spring-followerfor elevating the hammer, and an electrical signal controlled by aswitch Which is connected With said follower and which is operatedduring each depression of the hammer, substantially as set forth.

1?. A railway-signal comprising a torpedoholder having a groove in itssides for receiving the fastening-straps of the torpedo, and a hammerfor striking the torpedo operated by a car-Wheel, substantially as setforth.

18. A railway-signal comprising a movable tappet depending from the sideof the car and operatively connected With the air brake mechanismthereof, a trip member arranged adjacent to the outer side of one of therails and movable laterally relatively thereto, a guide for said tripmember arranged on the JAMES DOYLE.

\Vitnesses:

Trmo. L. PoPP, EMMA M. GRAHAM.

